cleveland



(No Model.) L n 3 Sheets-Sheet 1. E.. L. CLEVELAND.

GAR TRUCK.

No. 307,017. Patented Oct. 21, 1884.

@awww (No Model.) s sheets-sheet 2.

' E. L. CLEVELAND. y

GAR TRUCK.

N0..37,o17. Patented oet. 21, 1884.

Attorneys' N. PETERS. Pmwmrwgmphcr. wnmgmn. D. CA

(No Model.) 3 Sheets-Sheet 3.v

L. L. CLEVELAND.

GAR TRUCK.

Nogsoml?. Patented 00L. 21, 1.884.

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INVEJVIOR @mu/@f Attorneys N. PUERs Phmvmmgnpmr. wnhinglm. u. c

IINrTnn STATES PATENT Fries'.r

. ERASTUS LAENARD CLEVELAND, OE PITTSBUEG, PENNSYLVANIA, ASSIGNOE CF CNE-FOURTH TO MICHAEL PATRICK HCVLEY, OFSAME PLACE.

CAR-TRUCK.

SPECIFICATION forming part of Letters Patent No. 307,017, dated October 21, 18851.

VApplication tiled July 29, 1884. (No model.)

To all whom, it may concern:

Pennsylvania, have invented new and useful Improvements in Car-Trucks, of which the i'ollowlng is a specification, reference being i had to the accompanying drawings.

My invention relates to car-trucks designed to automatically adjust themselves to the curves in the tracks of stea1n-railways and horse-railways, and it has for its obj ect to provide a car-truck of the class referred to th'at shall possess superior advantages in point lof simplicity, cheapness, durability, and general efficiency; and the invention consists in the construction and novel arrangement of. parts, as will be hereinafter fully described, and par4 ticularly pointed out in the claims.

In the drawings, Figure l is a top plan view of a car-truck embodying my improvements Fig. 2 is a side elevation. Fig. 3 is avertical longitudinal sectional view of Fig. 1. Fig. 4t l is a bottom plan view. Fig. 5 is a detail View of one of the wheels, its axle-bearing, and axle. Fig'. 6 is a sectional detail view through one of the pedestals, wheels, axles, and axle-boxes; Fig. 7 is a sectional detail view taken laterally through one of the pedestals and wheels.l Fig. 7 isa detail sectional view of one of the twopart boxes. Fig. 8 is a transverse sectional view near the middle line ofthe truck. Fig. 9 is a view in perspective of the lower half of one of the boxes, and Fig. lOis an enlarged view oi' one of the universal. joints of one of the connectingrods.

Referring by letter to the accompanying drawings, A designates the truck-frame, which is provided with four pedestals, B-one for each of the wheels C. rIhe pedestals B are semicircular in fornrin the direction of their length, and their middle portions, B', are cir cular around vertical axes, and are provided on their inner and outer sides with external guide-boxes, B2, for t-he ear-springs D, which encircle the vertical rods E of the stirrups E, and are compressed between the tops of the guideboxes and plates F' on the lower ends of the vertical rods E. The plain verticalf walls of the pedestals B. liare outwardly from lars I7 on the ends of the axles.

the circular middle portions, B, so that the wheels can assume the angles that enable them to turn the curves in the track. The erossbars G of the stirrups F are enlarged at their middle portions, and are provided with de- 5 5 pending supporting and guiding rods H, pointed at their lower ends, and passed through vertically-made centrally-located holes I-I' in the pedestals B, and stepped in countersinks in the axial line of the axle-bearing I. 6o

The axle-bearings I are composed of metal cylinders bifurcated from below upward, and ,carry the upper halves, I',"`of the axle-boxes at the lower'ends of their arms I2. The lower halves, ,I, of the boxes are secured to the up- 65 v per halves, I', by b olts Ii( The axles I5 are turned down to form the hubs I( and the col- The two parts ofthe boxes are provided with internalshoulders, J, provided with concave faces, an d these 7o shoulders J meet a'nd encircle the reduced portions of the axles I5, and the collars and hubs bear against the ends of the shoulders. This arrangement of parts prevents lateral motion of the axles in their bearings and lessens the 7 5 friction on the hubs. Hangers J L are bolted to the outer faces of the pedestals, pass under the axle-boxes, and limit the upward move-` ment of thetruck-frame. rIlhe inner ends, J,

of the axles project through the axle-boxes, 8o

and the connecting-rods Jl J5 are secured to said inner ends by universal joints J G, the other ends of said connecting-,rods Jl being pivoted between lugs K upon the ends of short arms K', the other ends of said short arms K' being S5 pivoted between the upper and lower leverplates of the oscillating levers L L', wand at theV outer ends ofthe saine. The connecting-rods J 5 are connected in a similar manner between the inner ends of the leverplates.ot` said os- 9o cillating levers L L', as shown. The oscillating levers employed in this connection are all iulerumed in a transverse bed or box, M', at the middle of the truck-frame.

Between the oscillating levers L L', I pro- 95 vide a third oscillating lever, M.

The levers L, L', and M consist of an upper plate, O, and a lower plate, O', each, separated by a boss, L?, and their fulcrums LJ are passed down through the plates and bosses, roo

and project through the bottom of the bed M, and are secured in place by nuts M. 'Washers N are interposed between the lower leverplates of the oscillating levers and the bottom of the bed M to lessen the friction. The inner ends of t-he levers L L are connected to the intermediate lever, M, by pivot-bolts I), passed down through the lever-plates of the intermediate lever, M, and through slots Q in the neck-pieces Q of the levers L and L.

Vhen the mechanism is applied to horsecars, draft-bars It and auxiliary connectingrods R are employed, to enable the team to operate the levers through the connecting-rods J J 5 to change the angles of the wheels to cause them to properly follow the curves of the track. rl`hc auxiliary connecting-rods R are connected to the intermediate lever, M, and to oscillating levers Rl on the under faces of the front and rear sills of the truck-i`rame, and the draft-bars are rigidly connected to the oscillating levers R2, and their forward ends have lateralplay in guards R, secured to the under face of the transverse platform-sills S.

The team is hitched to the whit'tletrees, which are connected directly to the draft-bars, and as the team turns the curves ofthe track, the auxiliary connecting-rods B assist in changing the'angles of the wheels, and thus, in connection with the langes of the. wheels, operate the levers and connecting-rods for this purpose. y

ln steam-cars the draft-bars and auxiliary connecting-bars are not necessary, as the power of the locomotive is sufficiently great to cause the flanges of the car-wheels to operate the connecting-rods J'L J, and the oscillating levers L, L", and M, and thus turn the wheels at the curves of the track.

It will be observed from the foregoing description of the construction of the axles and pedestals that should an axle be broken the wheel will not leave the rail, but will remain in the pedestal until the train or car can be stopped.

XVhen the mechanism is used on horse-cars, springsT are employed to return the oscillating levers L L M to their norma-l positionsc., to cause the wheels to travel on the straight portions of the track.

Having thus fully described my invention', what I claim as new, and desire to secure by Letters Patent of the United States, is-

'1. The combination, with the truck-frame provided with the pedestals, as described, ot'

the bifurcated axle -bearings carrying the wheels and axles, and the spring-operated stirrups working in guides at the sides of the pedestals, and having their cross-bars stepped in countersinks in the upper ends of the axlebearings, substantially as specified.

2. The combination, with the truck-frame provided with the p'edestals having the stirrup-guides, of the bifurcated axle-bearings carrying the upper halves of the axle-boxes at the lower ends of their arms, the shouldered axle-boxes, the wheels with the axles reduced between the collars and hubs,and the connecting-rods J* J5, connected to the axles by universal joints, and pivoted to the connected oscillating levers L, L, and M, substantially as specified.

3. The combination, with the truck-frame having thepedestals provided with stirrupguides, of the spring-operated stirrups, the bifurcated axle-bearings, the wheels secured to the axle-bearings by sectional axle-boxes, the connecting-rods J" J5, connecting the inner ends of the axles to the oscillating lever L L, the connected oscillatinglevers, L, L and M, and the auxiliary connecting-rods R, connected to the oscillating lever M, and to the levers R2, provided with the draft-bars R, substantially as specified.

et. The combination, with the truck-frame, of the pedestals made semicircular in the direction of their length, and having circular middle portions with stirrup-guides at their sides, the spring-operated stirrups, bifurcated axle-bearings, sectional axle-boxes, car-wheels, and oscillating levers fulcrumed in a bed at the middle of the truck-frame, and connecting-rods J4 J 5, provided with universal joints, and connecting the inner ends of the axles to the oscillatinglevers L, L,and M, substantially as spec-ined.

In testimony that I claim the foregoing as my own I have hereto affixed my signature in J. B. MoOALLn'Y, J. B. RICHARDS. 

